Coupling mechanism



March 15, 1932. IA, CHRiSTmNSON 1,849,612

GOUPLING MEGHANISM Filed July 27. 1927 3 Sheets-Sheet 2 F'IE 3 @F ll v@k y W F'IE 4 l /4-3 m F I J t s C. .le gi W w A m lNVENTOR @www March15, 1932- A. cHRls'rlANsoN COUELING MECHANISM Filed July 27: 1927 3Sheets-Sheet 5 Patented Mar. 15, 1932 UNITED STATES PATENT oFF ANDREWCHRISTIANSON, PITTSBURGH, PENNSYLVANIA COUPLING MECHANISM Applicationfiled Juiy 27,

This invention relates to railroad cars and more particularly toimprovements in the coupling and draft mechanisms of such cars'.

In coupling railroad cars it is necessary to 5 bring them together withsuliicient force to 5 and operation of railroad cars without unduejarring. i Y g A further object is to provide a mechanism for thepurpose specified which will be simple and rugged in construction anddurable and effective in operation.

These and other objects which will be readily apparent to those skilledin this particular art are accomplished by means of the inventionillustrated inthe accompanying drawings, in which Figure 1 is alongitudinal sec-- tional view through a coupling and draft mechanismconstructed in accordance with one embodiment of this invention, andillustrating the ,coupler in advanced coupling position. Fig. 2 is apartial sectional view on the line 2 2 of Fig. 1. Fig.` 3 is atransverse sectional view on the line 3-3 of Fig. 1. Figs. 4L and 5 aresimilar views on the lines 4-4: and 5-5,respectively,`of Fig. 1; andFig. 6 is a view similar to Fig. 1, but illustrating the coupler inretracted operating position. x

In the usual construction of railroad cars the relative positions of thebuffers and couplers are such that-the former receives a jolt severeenough to compress the buier springs in bringing thelcouplers of therespective cars into coupling engagement, and the resulting jar is, at,least partially, transmitted 'to the car body. The present inventioncontemplates the provision of a mechanism which` is., Vso constructedand arranged as to eliminate the necessity of any suddenand severecontact between the buffers of railroad .cars in` order to accomplishthe coupling operation.

i927. seriai No. 208,715.

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In the illustrated embodiment of this ini vention, this is accomplishedby providing a coupling mechanism having a coupler which can be shiftedout of its normal, retracted operating position into a position somewhatin advance of the car buii'er for coupling purposes. When in advanced,coupling position the car couplers can be connected together withoutbuffers, and the construction is such that after the coupling operation,the couplers will be automatically retracted to their normal operatingor ldriving position.

The invention which has been chosen for the purposes of illustrationincludes a coupler 10, of any standard form, having a shank 11slidably.mounted for longitudinal movement in jarring or forcibly engaging thecar particular embodiment ofthe present rf,

a housing 12 and normally pressed forwardy y by a spiral spring 13located in the housing in operative relation to the end of the couplershank. Draft links 14 are connected to the coupling shank by a draftlink key 15, eX- tending through slots 16 in opposite sides of thehousing 12, and the-opposite ends of the draft links are secured to therear end of a longitudinally movable hollow compression member 17 by akey 18 extending through a key slot 19 formed in the end of thecompression member. The forward end of the .compression member, when inits forward position, engages the rear end of a hollow strut 20 and-isslidably received in a channel 21 formed by an angular channel-shapedflange 22, see Figs. 1 and 4, extending rearwardly from the strut. Theforward end of the strut engages the rear follower 23 of a draftgear 24of any desired type which is positioned in the draft gear housing 25.The rearward movement ofv therear draft gear follower 23 is limited byengagement with the stopshoulders 26 formed at the associated end of thehousing 25.` Similar shoulders 27 are rovidedat the oppositeend ofthehousing for limiting the movement of the follower 28 at the opposite endof the draft gear which is adapted to receive strains trintismittedtoitthrough Vthe car buffer 29;,` A spiralbuii'er spring 30 is interposedbetweenV the buffer vand the associated draft gear follower 28.

Suitable mechanism is employed for permitting the coupler 10 to beshifted to coupling position somewhat in advance of the buffer and forretract-ing the coupler to normal operating position after the couplingoperation. As illustrated, this mechanism includes a coupler shiftingmechanism adapted to be operated by air pressure which can beconveniently obtained from the train air line. A cylinder 31 has apiston 32 connected by a rod 33 to a flange 34 extending Idownwardlyfrom the longitudinally movable compression member 17. A passage 35 inthe cylinder casting connect-s the cylinder With an air hose connection36. Associated with the coupler operating cylinder` 31 is a cylinder v37having a piston 38 connected by rod 39, see Figs. 1 and 4, to the bottomof a sliding lock-plate 40 Which is adapted to be raised into positionbetween the adjacent ends of the compression member 17 and the strut 2Owhen the member 17 is in coupler retracting position. Obviously', thearrangement is such that the lock can be operated only when the couplerand compression member are in retracted positions. Spiral springs 41 arepositioned between flanges 42 extending outwardly on each side of thelock and similar flanges 43 which are formed on the strut 20, see Fig.4, for pressing the lock-plate toward unlocked position. An air passage44 in the cylinder casting leads from the air hose connection 36 to thecylinder 37.

The cylinder casting is mounted for sliding movement on the car sills 45and the front edge of the casting is engaged by a lug 46 formed on thebottom of the compression strut 20 for properly positioning the castingand also providing a backing When the cylinder 31 is operated to retractthe coupler.

It will be apparent that When a car is uncoupled and no air pressure isprovided for the air cylinders, the coupler spring 13 will move thecoupler 10 and associated mechanism into forward coupling positionWherein the coupler itself is somewhat in advance of the face of thebuifer and the mechanism Will be in the position illustrated in Fig. 1.Under such circumstances, it will also be apparent that the couplingoperation can be performed Without materially jarring or striking thecar buffer and, hence, WithoutI liarring the car body. After thecoupling operation has been completed and the train air line isconnected to the air connection 36 of the air cylinders, the couplershifting piston 32 Will be shifted to the rear to the positionillustrated in Fig. 6, thus shifting the longitudinally movablecompression member 17 to the rear and retracting the coupler into normaloperating position. 7hen the compression member 17 has been moved fromthe end of the l c `t-plate 40 the associated piston 38 will be raisedand the lock 40 moved into position between Vthe strut 2O and thecompression member 17, as illustrated in Fig. 6, and the parts Will bemaintained in this position until the car is again uncoupled.

It Will be apparent that the present construction provides anarrangement wherein the draft gear absorbs the shocks and strains ofboth the draft and the buffer mechanisms. Any jars or sudden strains towhich the draft equipment may be subjected in operation are transmitteddirectly to one end of the draft gear 24 in the usual manner and, in thesame Way, buiiing strains are transmitted to the other end of the draftgear from the buffer 29. In this manner the draft gear is used to absorbsudden strains and shocks from both the buiier and the draft mechanismand the positions of the follower at each end of the draft gear aredetermined by `shoulders or flanges connected directly to the car frame.

Although I have described what .I nouv consider to be the preferredembodiment of this invention in specific detail, various changes,additions, substitutions and omissions can be made therein Withoutdeparting from the spirit of this invention or the scope of the appendedclaims.

What claim as nen7 and desire to secure by Letters Patent is:

1. The combination in a railroad car of a longitudinally shiftablecoupler adapted to be positioned in advance of its normal operatingposition to facilitate coupling, means for yieldingly holding saidcoupler in advanced coupling position, a movable member connected tosaid coupler, a piston and cylinder for shiftinffsaid member so as toretract said Coupler to operating position, a lock for holding saidmember in coupler retracting position and a piston and cylinder foroperating said lock automatically upon retract-ion of said member.

2. The combination in a railroad car of a draft gear, a longitudinallyshiftable coupler adapted to be positioned in advance of its normaloperating position to facilitate coupling, a movable compression member,a. strut for transmitting strains from said member to said draft gear,draft links connecting said. member with said coupler` means foryieldingly holding said coupler in advanced position, an air operatedpiston associated With said member for shifting said member so as toretract said coupler to normal operating position, a lock-plate adaptedto be inserted between said strut and said member when said member is inretracted position and an air operated piston for moving saidlock-plate.

3. The combination in a railroad car, of a longitudinally shiftablecoupler adapted to be positioned in advance of its normal operatingposition to facilitate coupling, means for yieldingly holding saidcoupler in advanced coupling position, a movable member connected tosaidcoupler, pressure actuated means for shifting said member so as toretract said coupler to operating position, and pressure actuatedlocking means for holding said member in coupler retracted operatingposition.

4. The combination in a railroad car, of a longitudinally shiftablecoupler adapted to be positioned in advance of its normal operatingposition to facilitate coupling, means for yieldingly holding saidcoupler in advanced coupling position, a movable member connected tosaid coupler, a piston and cylinder for shifting said member so as toretract said coupler to operating position, and pressureactuated'locking means for holding said member in coupler retractedposition in response to the retraction of said member to retractedoperating position.

5. The combination in a railroad oar, of a longitudinally shiftablecoupler adapted to be positioned in advance of its normal operatingposition to facilitate coupling, means for yieldingly holding saidcoupler in advanced coupling position, a movable member connected tosaid coupler, pressure actuated means for shifting said member so as toretract said coupler to operating position, a lock for holding saidmember in coupler -retracting position, and a piston and cylinder foroperating said lock automatically upon retraction of said member.

In testimony whereof, I have hereunto suby scribed my name this 25th dayof July, 1927.

ANDREW GHRISTIANSON.

